US6745620B2 - Automatic tuning of fuel injected engines - Google Patents
Automatic tuning of fuel injected engines Download PDFInfo
- Publication number
- US6745620B2 US6745620B2 US10/078,288 US7828802A US6745620B2 US 6745620 B2 US6745620 B2 US 6745620B2 US 7828802 A US7828802 A US 7828802A US 6745620 B2 US6745620 B2 US 6745620B2
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- Prior art keywords
- engine
- digital computer
- internal combustion
- throttle position
- combustion engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2487—Methods for rewriting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
Definitions
- the present invention relates to the automatic adjustment of the air-fuel ratio (AFR) of an electronic fuel injected vehicle/engine to a target value using a vehicle/engine load device, a fuel flow modifying apparatus and a programmed digital computer.
- AFR air-fuel ratio
- an electronic fuel injection system The function of an electronic fuel injection system is to control an engine's air-fuel ratio to appropriate target specifications.
- the air-fuel ratio should be controlled to remain within acceptable limits.
- Changing other engine operating conditions such as valve timing or the exhaust system design to enhance vehicle performance can alter the air-fuel ratio significantly.
- the fuel flow to the engine must be modified to re-establish an appropriate target air-fuel ratio over the operating range of the vehicle.
- Throttle position controls the flow of air into the engine by restricting intake air flow. At 0 percent throttle position the air flow is restricted sufficiently to keep the engine idling with no load. At 100 percent throttle position, the air flow restriction is at a minimum, thereby allowing the engine to develop maximum torque.
- Crankshaft speed (RPM) is directly related to the amount of air the engine pulls through the throttle body. The higher the RPM, the higher the air flow into the engine. The combination of throttle position and RPM determines the flow rate of air into the engine.
- the electronic fuel injection system controls the fuel flow into the engine.
- the Engine Control Unit (ECU) is the part of the electronic fuel injection system that controls the fuel flow rate by applying the proper control signals to the fuel injectors.
- the fuel flow rate is based on a number of variables, two of which are throttle position and RPM.
- Typical engine control units do not allow adjustment of the internally stored fuel flow tables. However, as indicated above, adjustment of fuel flow may become necessary when performance enhancements are added to the vehicle/engine.
- injector signal modifiers are available to modify the relationship of the engine control unit signals to the fuel injectors thus allowing the adjustment of fuel flow.
- injector signal modifier When applied to a fuel-injected engine, an injector signal modifier needs to be calibrated or mapped to adjust fuel flow for a range of throttle positions and RPM.
- the calibration or mapping process is referred to as “tuning” the fuel injection system.
- An operator controls engine load, throttle position and RPM. The operator observes the air-fuel ratio (or some other parameter, such as oxygen (O 2 ) in the exhaust, that is indicative of the air-fuel ratio) and adjusts the internally stored table (map) in the injector signal modifier. The procedure is repeated for all operating conditions, which results in a long and tedious fuel injector tuning operation.
- the manual tuning of a fuel injection system in the prior art consists of setting the RPM of the engine to a fixed level, then advancing the throttle from one fixed position to the next. At each throttle position for the same engine RPM, the stored value in the corresponding cell of the injector signal modifier is adjusted by the operator to achieve the target air to fuel ratio.
- the present invention is embodied in a method and apparatus for automatic tuning of fuel injected engines.
- the fuel injection system is tuned by holding the engine throttle in a first position and having a digital computer vary the engine RPM.
- the corresponding cell of the map is computed for storage in the injector signal modifier map.
- the operator is instructed by the digital computer to advance the throttle to a second position. While the throttle is in the second position the engine RPM is varied between lowest and highest values over the engine operating range.
- the corresponding cell of the map is computed for storage in the injector signal modifier map. In such manner, for each value of throttle position and engine RPM, values for corresponding cells of the map are computed and stored in the injection signal modifier map to achieve fuel injection tuning.
- FIG. 1 shows a prior art system for manually tuning fuel injected engines.
- FIG. 2 is a system for automatic tuning of fuel injected engines in accordance with the present invention.
- FIG. 3 is a flow chart diagram for manually tuning fuel injected engines in accordance with the prior art.
- FIGS. 4A and 4B is a flow chart diagram for automatic tuning of fuel injected engines in accordance with the present invention.
- FIG. 1 shows a vehicle 1 mounted on a load device 2 .
- An air-fuel ratio sensor 3 samples the exhaust gasses.
- the probe of the air-fuel ratio sensor 3 is placed in the exhaust pipe of the engine to monitor the amount of oxygen (O 2 ) in the exhaust gasses.
- the air-fuel ratio sensor 3 determines the air-fuel ratio in the engine combustion chamber from a measurement of the concentration of O 2 in the exhaust gasses.
- the engine control unit 4 controls the fuel flow to the engine fuel injectors.
- An injector signal modifier 5 is placed between the engine control unit 4 and the engine fuel injectors.
- the injector signal modifier 5 alters the signals received from the engine control unit 4 and sends such modified signals to the engine fuel injectors.
- the present invention is directed to the automatic adjustment (tuning) of the internal parameters of the injector signal modifier 5 so as to optimize engine performance.
- the following table 1 is a “map” of how the injector signal modifier 5 modifies the air-fuel ratio. Across the top row of the map is throttle position. The left column is engine RPM. The zeros in the each of the “cells” of the map signify that the injector signal modifier 5 will make zero change at each operating condition (at each given TP and RPM). When all cells of the map are set to zero, the injector signal modifier will not modify the signals to the fuel injectors. Consequently the fuel flow as set by the vehicle's engine control unit 4 remains unchanged by the injector signal modifier 5 . The unprogrammed state of the injector signal modifier 5 is shown in table 1 below.
- the vehicle In order modify the air-fuel ratio to a desired value, the vehicle is operated at each operating condition represented by each cell (each given TP and RPM). At each engine operating condition, there is a desired target value for the air-fuel ratio.
- the injector signal modifier is set to either increase or decrease the air-fuel ratio. To increase the air-fuel ratio, the injector signal modifier is set to decrease the fuel flow to the fuel injectors. To decrease the air-fuel ratio, the injector signal modifier is set to increase the fuel flow to the fuel injectors.
- the operator modifies the value in each cell while at the same time monitoring the air-fuel ratio sensor 3 .
- a positive value placed in a cell of the injector signal modifier 5 represents a percentage increase of the nominal value of fuel flow from the engine control unit 4 .
- a negative value placed a cell of the injector signal modifier 5 represents a percentage decrease of the nominal value of fuel flow from the engine control unit 4 .
- the cell value is changed until the desired target for air-fuel ratio is attained.
- the typical manual procedure followed by the operator to adjust the air-fuel ratio of the vehicle is shown in the flow chart of FIG. 3 .
- the system is initialized at step 310 .
- the load device 2 is adjusted at step 312 to a hold a steady first engine speed, RPM 1 .
- the operator controls the throttle 8 (from FIG. 1) to hold a first throttle position TP 1 at step 314 .
- the air-fuel ratio is adjusted 316 , 318 , 328 to its target value.
- first RPM 1 is preset and the air-fuel ratio is manually adjusted 316 , 318 , 328 for TP 1 , TP 2 , TP 3 , TP 4 , TP 5 and TP 6 , until the air-fuel ratio has been adjusted 320 , 330 for all throttle positions TP 1 to TP 6 .at RPM 1 .
- the RPM level engine load
- the adjustment process is again repeated for each throttle position in succession, TP 1 to TP 6 .
- the injector signal modifier map is filled in row by row for each value of RPM.
- the operator observes the air-fuel sensor 3 , and for each throttle position adjusts the value in each cell of the injector signal modifier map to achieve the desired target air-fuel ratio.
- the prior art manual procedure is slow, requiring many throttle position settings and the outcome 326 is operator dependent.
- the injector signal modifier map after the tuning procedure may typically look like the following table 2:
- FIG. 2 shows a vehicle 11 mounted on a load device 12 .
- the exhaust gas is sampled by an air-fuel ratio sensor 13 , which is input to computer 16 .
- the engine control unit 14 normally controls the fuel flow to the engine fuel injectors.
- the injector signal modifier 15 modifies the fuel flow control signal from the engine control unit 14 .
- the computer 16 further monitors the vehicle engine RPM from the load device 12 .
- the computer 16 is coupled to the load device 12 in order to adjust the load on the vehicle 11 by setting the RPM.
- the air-fuel ratio is adjusted by changing individual cells in the injector signal modifier 15 map, which map is directly controlled by the computer 16 .
- the procedure to adjust the air-fuel ratio of the vehicle illustrated in the system of FIG. 2 is shown in the flow charts of FIG. 4 A and FIG. 4 B.
- the vehicle 11 is mounted on a load device 12 , the injector signal modifier 15 is connected between the engine control unit 14 and the engine.
- the engine control unit is connected to the computer 16 that operates the load device 12 .
- a display device 19 coupled to the computer 16 is visible to the operator.
- the air-fuel ratio module sensor 13 is applied to the exhaust system. The output of the air-fuel ratio sensor 13 is connected to the computer 16 .
- the operator sits on vehicle 11 , starts the engine and shifts to the appropriate gear.
- the computer program/software in the computer 16 is initialized 410 (from FIG. 4 A).
- the software in the computer 16 instructs the operator, via computer screen display 19 , to hold the throttle 18 at a given position, TP(k) at step 412 (from FIG. 4 A).
- the computer program instructs the load device 12 to hold the RPM of the engine at a first RPM setting corresponding to the first row, RPM 1 , of the injector signal modifier map.
- the software then calculates value to be sent to the corresponding cell (TP 1 , RPM 1 ).
- the cell value corresponds to the setting that will adjust the air-fuel ratio as measured by the air-fuel ratio module to the target value.
- the air-fuel ratio is determined at step 414 by reading the value provided by the air-fuel ratio sensor 13 .
- the determined air-fuel ratio is compared to a target value at step 416 . If the air-fuel ratio is not correct, then an adjustment value is determined at step 424 .
- the air-fuel ratio is again determined at step 414 and compared to the target value in step 416 .
- the program increments the RPM of the engine to RPM 2 at step 418 , 426 and sets the corresponding cell in (TP 1 , RPM 2 ) in the injector signal modifier.
- the process is repeated for the next row of the injector signal modifier map until the first column of the injector signal modifier map corresponding to TP 1 is filled in.
- the program instructs the operator to increment the throttle to a new throttle opening TP 2 , 420 , 428 .
- the foregoing procedure is repeated for all throttle positions TP 2 , TP 3 , etc., until the air-fuel ratio is set to the target values in all cells of the injector signal modifier map.
- the injector signal modifier map is thus filled in column by column for each throttle position value.
- the operator need only watch the computer output display 19 , and set throttle position, TP, in response.
- the computer 16 cycles through each value of RPM for each value of throttle position, and determines the corresponding cell contents for the injector signal modifier 15 map.
- the set of values that were determined or calculated during the tuning procedure is sent from the computer 16 and stored permanently in the injector signal modifier 15 .
- the vehicle is removed from the load device 12 .
- the vehicle engine will thereafter operate to the specifications defined in the injector signal modifier map.
- the cells of the injector signal modifier map are automatically, rapidly and accurately filled in so as to modify engine performance to achieve the desired air-fuel ratio targets.
- the resulting injector signal modifier map is similar to the manual results illustrated in table 2, but the tuning process is faster, more accurate and less operator dependent.
- the present automated process has several advantages over the prior art manual procedure.
- the present system permits the in air-fuel ratio target values to be controlled by software to preset values.
- the present system results in more rapid adjustment of the air-fuel ratio over the operating range of the engine.
- the present system results in more accurate setting of the air-fuel ratio over the engine operating range.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
TABLE 1 | ||||||
TP1 | TP2 | TP3 | TP4 | TP5 | TP6 | |
RPM/TP% | 0 | 10 | 20 | 50 | 80 | 100 |
RPM1 | 1000 | 0 | 0 | 0 | 0 | 0 | 0 |
RPM2 | 1500 | 0 | 0 | 0 | 0 | 0 | 0 |
RPM3 | 2000 | 0 | 0 | 0 | 0 | 0 | 0 |
RPM4 | 2500 | 0 | 0 | 0 | 0 | 0 | 0 |
RPM5 | 3500 | 0 | 0 | 0 | 0 | 0 | 0 |
RPM6 | 4000 | 0 | 0 | 0 | 0 | 0 | 0 |
TABLE 2 | ||||||
TP1 | TP2 | TP3 | TP4 | TP5 | TP6 | |
RPM/TP% | 0 | 10 | 20 | 50 | 80 | 100 |
RPM1 | 1000 | 5 | 7 | 0 | −3 | −5 | −7 |
RPM2 | 1500 | 5 | 5 | −2 | 0 | 0 | −3 |
RPM3 | 2000 | 5 | 3 | 0 | 0 | 1 | 0 |
RPM4 | 2500 | 2 | 5 | 4 | 5 | 3 | 3 |
RPM5 | 3500 | 1 | 7 | 8 | 12 | −5 | 5 |
RPM6 | 4000 | 2 | 3 | 9 | 11 | 6 | 5 |
Claims (10)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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US10/078,288 US6745620B2 (en) | 2001-02-17 | 2002-02-18 | Automatic tuning of fuel injected engines |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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US26969101P | 2001-02-17 | 2001-02-17 | |
US10/078,288 US6745620B2 (en) | 2001-02-17 | 2002-02-18 | Automatic tuning of fuel injected engines |
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US20020170549A1 US20020170549A1 (en) | 2002-11-21 |
US6745620B2 true US6745620B2 (en) | 2004-06-08 |
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US10/078,288 Expired - Lifetime US6745620B2 (en) | 2001-02-17 | 2002-02-18 | Automatic tuning of fuel injected engines |
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Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20080077306A1 (en) * | 2004-11-04 | 2008-03-27 | Ernst Kloppenburg | Device and Method for Correcting the Injection Behavior of an Injector |
US20090182481A1 (en) * | 2008-01-11 | 2009-07-16 | Cook David E | Engine performance equalization system and method |
US20100030454A1 (en) * | 2008-07-23 | 2010-02-04 | Robert Bosch Gmbh | Procedure for determining the injected fuel mass of a single injection and device for implementing the procedure |
US20100152994A1 (en) * | 2007-09-10 | 2010-06-17 | Andreas Huber | Method for assessing a method of functioning of a fuel injector in response to the application of a control voltage, and corresponding evaluation device |
US20100179744A1 (en) * | 2007-05-29 | 2010-07-15 | Dirk Baranowski | Method and device for determining a control parameter for a fuel injector of an internal combustion engine |
US8224519B2 (en) | 2009-07-24 | 2012-07-17 | Harley-Davidson Motor Company Group, LLC | Vehicle calibration using data collected during normal operating conditions |
US20190093582A1 (en) * | 2017-09-28 | 2019-03-28 | Hondata, Inc. | Active tuning system for engine control unit using airflow meter table |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102013206641B3 (en) * | 2013-04-15 | 2014-05-22 | Robert Bosch Gmbh | Method for performing learning function used for providing correction value for compensating nominal value of deviation in motor vehicle, involves determining correction values for defined operating state of motor vehicle |
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2002
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Cited By (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7628146B2 (en) * | 2004-11-04 | 2009-12-08 | Robert Bosch Gmbh | Device and method for correcting the injection behavior of an injector |
US20080077306A1 (en) * | 2004-11-04 | 2008-03-27 | Ernst Kloppenburg | Device and Method for Correcting the Injection Behavior of an Injector |
US8504277B2 (en) * | 2007-05-29 | 2013-08-06 | Continental Automotive Gmbh | Method and device for determining a control parameter for a fuel injector of an internal combustion engine |
US20100179744A1 (en) * | 2007-05-29 | 2010-07-15 | Dirk Baranowski | Method and device for determining a control parameter for a fuel injector of an internal combustion engine |
US20100152994A1 (en) * | 2007-09-10 | 2010-06-17 | Andreas Huber | Method for assessing a method of functioning of a fuel injector in response to the application of a control voltage, and corresponding evaluation device |
US8700288B2 (en) * | 2007-09-10 | 2014-04-15 | Robert Bosch Gmbh | Method for assessing a method of functioning of a fuel injector in response to the application of a control voltage, and corresponding evaluation device |
US20090182481A1 (en) * | 2008-01-11 | 2009-07-16 | Cook David E | Engine performance equalization system and method |
US8700292B2 (en) | 2008-01-11 | 2014-04-15 | David Cook | Engine performance equalization system and method |
US20100030454A1 (en) * | 2008-07-23 | 2010-02-04 | Robert Bosch Gmbh | Procedure for determining the injected fuel mass of a single injection and device for implementing the procedure |
US8290687B2 (en) * | 2008-07-23 | 2012-10-16 | Robert Bosch Gmbh | Procedure for determining the injected fuel mass of a single injection and device for implementing the procedure |
US8224519B2 (en) | 2009-07-24 | 2012-07-17 | Harley-Davidson Motor Company Group, LLC | Vehicle calibration using data collected during normal operating conditions |
US9115663B2 (en) | 2009-07-24 | 2015-08-25 | Harley-Davidson Motor Company Group, LLC | Vehicle calibration using data collected during normal operating conditions |
US20190093582A1 (en) * | 2017-09-28 | 2019-03-28 | Hondata, Inc. | Active tuning system for engine control unit using airflow meter table |
US10648417B2 (en) * | 2017-09-28 | 2020-05-12 | Hondata, Inc. | Active tuning system for engine control unit using airflow meter table |
Also Published As
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